Shift control for automatic changespeed transmissions



Aug. 8, 1950 0.,H. BANKER SHIFT CONTROL FOR AUTOMATIC CHANGE-SPEEDTRANSMISSIONS Filed Dec. 5, 1946 2 Sheets-Sheet 1 fzz/ezzfar 10a 10a y.A g- 1950 I o. H, BANKER 2,518,269

SHIFT CONTROL FOR' AUTOMATIC CHANGE-SPEED TRANSMISSIONS Filed Dec. 5,1946 -2 Sheets-Sheet 2 Patented Aug. 8, 1950 UNITED STATES SHIFT tibn.pf Delaware C TEOL FQR AU'TOMATTG 1 et EP B W S QW 4 l- .H= Bi Evanston,fil -t assigno f to New rPrgguc-tsi TPPKEfiWh 111., :3,

Amilieatien Decesber 5, 194 s, Serial N6; (214,261

slow speed. power train'sixecessivelyinte an intermediate speed: pewer'train and into' a still higher speed power train while the thr'ottiehfthe vehicle engine iscl'osed' t6 cause the engine to decelerate withrespect to the vehiclerrdad wheels; of the intermediate speed'pewertrain in driving relation. hetween the'engine and road wheels occursincident tothesy noh-reriizatioiifi arid meshi -ig 0f jaw c mpenentsof?" a first clutch.

Fellgwing this establishment oi the intermediate speed power train, theengine thmttl'e can he openedfeyg aecelerati-ng the engine and causingit toransmit i n fume t r u th interi mediate speed pewe train totheye-hicle read W ele- A subsequent closing; eftheengine throttle causes asecond deceleration of the engine; and the-synchronization and. meshingof 'jaw com- DOUBT-11151 of a. second clutch iii-the: transmission fa restablishingw the drivingrelatioir of the higher speed power train sothat incident to the: subse u o n n oi h n ne t ro il i ngine iseffective through this higher speed pqwer train for driving theroadwheels at a: high er speed with respect ta that at the engine:

In the nqr na-l operation; of a vehicle equipped with. a change-speedtransmissiqn of this: kind the shiftfIQ-i'il' the lQwer speed to the.intermediate speed w d mm diat y b a sin t e vehiele to be driven fromthe enginethmug-h h i t rm d te spe d n e Wa n 11 61 "t a nd c l r ti othe v cl en in forestablishing the higher speed power} 'isrusnallydesired. However, it ispossible, aften the vehiele has gained inentiaandafte f elosinge ei the engine throttlefoi causing a'shi-ft ta be,made from the lowerspeed train to the intermediate In said transmissionthe establishment speect train, toretain the engine throttle cles edsufficiently longjthat" synchronization: of the" secnnd'. clutch willoccur whefby when: the oper aid sen thxeit ei m y hav inad erteh y cused s b ishmen -"9f t e ig er s eed instead of establishment theintermediate speed. train? The g e a1 ebjectwf this inven tien is t-heprovision-pt a mefihanism whieh pre= llud s an maeveme ft the wer speedtra nfib ue the 1 me iat e fl'fi e n ib t e h eherisseee'tre e areesmiss en 9f t har eter'de er he i; a. r a

A ee i s: ebisei eiih mv etien is the e ey e en 9 t neh tv which V ob et he me t n i the em visiqn of a-ehange-sgeedp wet tgaincentral-eps r whein the e e e s t e 'nsr v ng eei el sflw nt o a Mete se s r train to eer eeensper b e e9 ordi-n-ately with epeifi-in the engine throttle fey dblin th i itua es imp e the o str ta 'e answhsl the-t settle is o nedans w em t re an eediti eal. ee ahle c fl t ly vii iz th stabl hm nt a ahestah s xme t 9? tr l le ie the El??? flmstive oi .se ie' l. a lewedtmin tie l v o m 9fp i e ti n the charactega thet n miss pn- E e- 3: aside le ati n lnew 0 .tee 69.91am app mtflsq w etien W111 flan e -flats?pertiomwfi the aha ge speedt gearing but illustratine c m en t e pp ztesna he 1. 9 t wpied wh ns. 'm t i t peedsp elr train: of thetransmissie A established for ppwer trahsmissibm Fig. 4 is a View takensirn ly tmEig: 3 hut d mtinet e 'e ott e tr app mi the positioiis ecenphen a secondelutehis else engaged 1301 estaihlislgii'i'g a higher speedpGWei trainpower' transmitting telationi With ctSnti-mieetereiieftwirl-1ed1avv'inggs and pavtieulai lyr to Figa ltitheiei isshewn' 'aibeil 'hbus ing H for containing a fluid coupling device l2,and a gear box l3 containing a change-speed transmission gearinggenerally designated M. A vaned driving element I 5 of the fluidcoupling I2 is constrained for rotation coaxially with the rear end ofan engine crankshaft l6. Vaned driven element 11' of the fluid coupling,is driven from the driving element |5 of such-coupling by a fluidcontained in the coupling in a manner well understood in the art. Saiddriven member of the coupling device is constrained for rotation withand drives a transmission drive shaft l8.

The transmission drive shaft l8 extends a short distance through a frontwall-|9 of the gear box l3 where said shaft is journaled'in anyconventional manner (not shown). The rear end portion of thetransmission drive :shaft hasa gear 2| constrained for rotationtherewith. A driven shaft 22 of the transmission is arranged coaxiallywith the drive shaft I8 and extends from a piloted coaxial relation in arecess (not shown) in the rear end portion of the drive shaft,rearwardly through a bearing (not shown) supported in the rear wall 23of thetransmission gear box.

The details of this transmission are sufficiently shown and described insaid 'co-pending application, Serial No. 357,388, new Patent No.2,449,964. Drive shaft gear 2| meshes with "and constantly drives acountershaft gear 24 rotatively supported upon a countershaft rod 25 ofwhich the two ends are supported in the front and rear walls of the gearbox, only the forward end of the rod 25 being showninthe drawings,Fig. 1. A driving element 26 of an overrunning clutch device 2! isconstrained for rotation with the gear 24 and a driven element 23 ofsaid overrunning clutch device is adapted to be driven only incounterclockwise direction from the element 25 as the device is viewedfrom the left or forward end of the countershaft rod. The overrunningfeature of said overrunning clutch is circumvented when a jaw clutchelement 29 which is splined to the driven element 28 is slid forwardlyinto mesh with a toothed counterpart 3| formed on the inner periphery ofthe element 26.

A second countershaft gear 32, is constrained for rotation with theoverrunning clutch driven element 28 as also is a'jaw'clutch component33. A law clutch element 34 which is complemental with the element 33 informinga jaw clutch 35, is splined to a member 36 which is constrainedfor rotation with a countershaft gear 31 wherefore when the element34-is slid forwardly from the position shown for meshing with theelement 33 and closing the clutch 35, the gears 32 and 3'! -l=.

and the overrunning clutch'driven element 28 are all constrained forrotation in unison.

Gear 31 meshes with and drives a gear 38 which is supported on androtatable coaxially about the driven shaft 22. Said gear 38 also formsone element of an overrunning clutchdevice 39 which comprisesconventional clutch rollers 4| cooperable with a cylindrical innerperiphery 42 of the gear 38 and a cam-bearinghub member 43 which isconstrained for rotation with the driven shaft 22.' A gear 44 isconstrained for rotation with the driven shaft and form part of areverse gearing which is not shown excepting for the portion comprisedby said gear 44. 4 Normally the jaw clutch 293| will be disengaged asshown and the jaw clutch 35 will be engaged. Under these circumstancesand while jaw clutches 45 and 48 are disengaged, a low speed power trainwill 'be established in driving relation between the drive shaft l8 andthe driven 4 shaft 22, this power train comprising the gears 2| and 24,overrunning clutch 21', the hub of gear 32, law clutch 35, the gears 31and 38, and the overrunning clutch 39. A shift from this low speed trainto an intermediate speed train is effected by engaging the clutch whilethe clutch 46 remains disengagedj Such engagement of the clutch 45 willestablish the intermediate power train in driving relation between 'thedrive and driven shafts, said train comprising the gears 2| and 24,overrunning clutch 21, gear 32, a gear 41 which is journaled upon thedriven shaft 22, and said engaged clutch 45 of which a driven component48 is constrained for rotation with the driven shaft 22. A tootheddriving element 49 of the jaw clutch 45 is constrained for rotation withthe gear 47 and the clutch isengageable by sliding the toothed component48 forwardly into mesh with the teeth of the component 49.

During establishment of said intermediate speed train the driven shaft22 and the hub 43 of the overrunning clutch 39 are driven at anoverspeed with respect to the gear 38 as permitted by the overrunningclutch rollers 4|.

Establishment of a higher speed train, which constitutes a directconnection between the drive and driven shafts l8 and 22, isaccomplished by engagement of the jaw clutch 46 while the jaw clutch 45remains engaged. Clutch 46 comprises a toothed component 5| splined to ahub extension 52 of the gear 2| and also comprises a toothed counterpart53 which is constrained for rotation with the gear 41. Engagement of theclutch 46 establishes the higher speed power train and thereby causesthe transmission of power from the drive shaft !8 through said clutch46, through the hub of gear 4! and engaged clutch 45 to the drivenshaft.

The power trains are selectively established in driving relation jointlyunder control of a speed responsive apparatus 55 and a throttle operator56 which is illustrated in the form of a foot-operated pedal. The speedresponsive mechanism includes a plurality of inertia weights W (onebeing shown in Fig. 1) spaced circumferentially about the drive shaft l8and each pivotally supported upon a pin 51 suitably anchored upon cars58 of a plate 59 having a hub portion 6| surrounding and constrained forrotation with the drive shaft. Each weight W has a stem 62 carrying aroller 63 for bearing against the rear end face of a collar 64 which isfreely slideable axially of the drive shaft. A circumferential groove 65of the collar 64 receives studs 65 in diametrically opposite portionsthereof and these studs 66 are mounted upon respective arms 61 of a yoke69 which is fixed upon a shaft rotatively mounted in the housing H andhaving a portion extending exteriorly of the housing where an arm 12 ismounted for rotation or oscillation therewith. A helical spring 13reacts between the collar 34 and a snap ring 15 on the shaft |8 forurging the" collar rearwardly and thereby urging the weights W to pivotcounterclockwise about their pivot pins 51 to the position illustratedin Fig. 1 which is occupied by these weights when the drive shaft I8 isat rest.

' The exterior arm 12 of the speed responsive apparatus is looselyconnected at T0 with the forward end of a reciprocable rod '14. The rearend of rod 14 carries a stop member and that portion of the rodrearwardly of said stop member projects through a hole in the lower endof a first arm member 16. A sprin 11 reacts between army 1% the rear endoithe rodjil axis! the lQViZB e d of ,the-mem-herfit: f r ur in thismember a a nst the. stop memb lt asiflus: rated in Efie-lr Thearmmemberle. isv mounted on and cnstraineri o otationowith cross. shaftt9 p ymoun e n the gear bcxaifia portion at this cr ss, shaft withinthe; ear .bcxghas-t e wear endo a shifter fork i3: constrained for ivotamovement therewith am} the; lower ends cf: he robe arms carry studs.:82- conventional-11y proje tin nto diametrically p tit B r of a groove&3 circumscribing-tbe clutch com: pone t. A Gloekwise rotation of the"member 15 and Qfthe cross shaft. 19; W11} cause like rota.-v of sh fterfor-k 8!.- for eneaeinel he '-Pursuar1t to, ngagement of the, clutch 45the ua swil assume the. position illustrated in Eie. anq he loc wi emcvementof extensiont Qfijfiliifiifibarm member ifiwill cause rearwardengiwisemoyement of a rod F415;. The forward end gj the rod 35, carriesa stop member fifiwhich serves as a reaction means for aspiring 211where: tittie srr nei tendineto. expandhas a tendgpcs; to pivot segond,ar mfimber 3'8 counter: elee swis a ains a second stouat on the rod-t5.-'ghe secopq arr member. Bills constrained for rotation with an outer endportion of alcrosls, shaft 9!; wh h, PiVQiQ i Y mounted. in the gearbox;A sh fter ior 92 is meu ted. on a section of the shaft 9 within the earbox and is. constrained i935 P YQtiQ hlf fi fiwitlf Studs 5.3-;fintthehloiwer 5 9 hi e 'iet are disposed eai y opposite uortioni. o a..grcoyeee. QFQ Q Q T JWE h W 111 9 1 wmp nentfiigso teat r que erclee ws piv tin o th shattai will cau e enga eme t. at t e lutch w The. @135sh t 9: has a econd arm, 95 accre ed 91 a pa ticl tb reet within thegear box U My the, arm and. Shaftto pivot unisor A roller 93'; 031 thefree engi oithearm d see 30; neaeinet e profile of an ob: stir tructurein theu orm at a cam lobe 91 of; a cam $8. Sa em? a cam lobe arm in niustrated Figs, 1- and a, coun-e tercl cross shaft 911. and d-anacompletelene he jaw clutch Qiipre IudQdn we t 1999 a S t. .9 mou teuiu aside, wall; of h seer ha dwell profile. portion vta 1y h, wher is regisy, with the roller 95, will p giit cpunterelogigwise rotation of the;shifter iet sfli ce rlete en a ement of the clu h 5 Q11? a Q? a link iis also pivotal il he shaft. stud. 9. link we eaits e e end rotalrcennectecat it: with thQ IQY/fi! end of a link; i fi of which the.upper 22 ie r tellr cer cted at. we with he o e be z q nli isfsi l r dld a, t tt O e a e rod IQB'pii/ote'd in a bracket Hm suit abh securedt0the ur giersiue of a finge board litin the drivers compartment of a.Vehicle. The free end of. he other; arm, U2, of thebell crar k ispivotallycohi t'e'dj a. W t a, e H havin an 'rren nd/ or ion iv e-li cnnec ed at a,i.,5'w b t g t rp d 52 v i .t Y. ,7 "When theacceleratorpedal 515 isdepresseQ the,

bell er'aniq [0 1 will be pivoted counterclockwise.

and oot ion will be transmitted through the un t e-e eleekwbe psiti aiiiiistratea. ties:

St t the v hic e e wil {The cam 9 uqhigh ismountedjor pivotal more:

1 anti a a nst the ur e Q va sprin H? whi h coi es abeiit a-nivet nib;l8 ni otaily a ies ai aw e l nk I Q2, u h counterclo kwise i ting o thek I; w ll: ha e no eii e .Tbe e icebw se ositi n h new I it s maiut ieeeby a s p 1 i o ax all ab e red if? w en this red is held at the rebtmstl mi of euewi mev me iti lustrateq in iaul- .T e wise 129.:

etwei n the r a and ofthe reel m ivotallr slot i -c the cam fi,

wi b assumed that t e l w clctahtii at the h aae seeed ari s en ed and.the apearatus s at restin the o ion illust ateri Figs-. and 2- Yl en theo erato desire to ess th a e e ater eed lrii and. se'doine ncreas t eeed 9 the ehi le. en ne cqn ea qual r- An reas s SPQQQ of the vebiel enine wil stablish the coupling function of the fluid coupling; device if?etbat;. eitraesei sieu drive haft .8;W ta tat -t o er wi l t n e. t aesv to th t ansmi s n d ive shaf v2: 5

vehicle and, he tran m sion drive sbart. 'se ectth ce ri ueai, Weights;will;

ectiv iio essin a. c llar teammate ii andtl reby uiv tine the lever ble;member 1%; cl ckwise sufiicien ly to the ends Q -tbe c utehteeth on theclutch ee netemartfi aeainstth ends cf the-teeth on hee ut h coutereartea Atthie time the cote-tie tetb izta tat n at r ater speedthauuthe QQIJMQEDQEB A81. so the ends of the teeth *of' these tvsr cunterpartsareib ueled tofacilitate a rate-h: et na co dition to;preyail. After the clutch counterpart A5; is, stopped'iin its forwardmore: m it-by he: abutment; ofits; teeth with the counterpart 55;continued"- forward!move-intentv of the rodfk4;'un1er'fcrceirom thespeedresponsive mechanism caused-the: spring b1. to. bBQOIrie-JCOHh Dressedand-store energy fox engaging the. clutch I wmhep, itscounterparts aresubstantially syn:

accelerator pedal 55 and thereby permitting the diliaYQ shaft 8 thegears. 2 is andrfi ir andflthergears 32v'and G3; to. dec'elerate:relatively to the clutch counterpart-'48: which continues; rotatingaccords.

mg to; the speed of: the vehic1e=prope1ling means with which is;directly connected through the dniven-ishaftfl. After-deceleration ofthe gear.

\ the c-lutchdccunterpart iibtosynchronism sion drive and driven shaftswhen the accelerator is next depressed. This intermediate speed powertrain includes the gears 2| and 24, overrunning clutch 21, the gears 32and 41 and the then engaged clutch 45. Meanwhile, overrunning occurs atthe overrunning clutch 39. I

Pursuant to clockwise rotation of the pivoted member 76-84, the rod 85is pulled endwise rearwardly, and by means of force transmittal throughthe spring 81 causes the shifter fork 92 to pivot counterclockwise adistance limited at this time by abutment of the roller 36 with lobe 91of the blocking structure 38. This limited counterclockwise pivoting ofshifter fork 92 is just enough to carry the beveled ends of the teeth onclutch component 5| into ratcheting relation with similar ends on theteeth of clutch component 53 as illustrated in Fig. 3. Thus the jawclutch 46 is conditioned to permit deceleration of the engine andtransmission drive shaft I8 relatively to the vehicle and thetransmission driven shaft 22, or, acceleration of the vehicle relativelyto'the engine until the speed of the driven shaft attains that of thedrive shaft. Since ratcheting between the clutch components 5| and 53can occur in only one direction, any tendency for the driven shaft toexceed the speed of the drive shaft will be prevented by the clutch 46and the engaged clutch 45, making the engine available as a vehiclebrake.

The above-described clockwise pivoting of member 16-84, incident tofully engaging the rear clutch 45, moves the rod 85 rearwardly farenough to compress the spring 81 and store energy therein for pivotingthe lever 88 and the shifter fork counterclockwise when the cam lobe 91is subsequently removed from registry with the roller 96. It should benoted that if the obstructing means 58 were not present, the energystored in the spring 8'! by the rearward movement of the rod 85 would beeffective unconstrainedly for pressing the beveled ends of the teeth onthe jaw clutch component 5| against the beveled ends on the teeth of theclutch component 53 so that if the operator, while intending to make theshift from the slow to the intermediate speed, should permit enginedeceleration sufficiently long, the clutch component 5| would slow downto synchronism with the component 53, wherefore the clutch 46 would alsobecome engaged and the higher speed power train thereby established whenthe accelerator pedal was subsequently depressed. The operator wouldhave inadvertently established the connection of the higher speed powertrain instead of the intermediate speed power train.

While the blocking structure 98 is effective for preventing fortuitousengagement of the higher speed power train, this blocking means iscontrolled so that it is ineffective for blocking establishment of thehigher speed train subsequent to the transmittal of power through theintermediate speed power train.

Fig. 3 illustrates the control parts in the position occupied at theinstant the clutch 45 engages for establishing the second speed powertrain. An examination of Fig. 3 will reveal that the shifter fork 8| inpivoting clockwise will have moved the rod |2| endwise forwardly wherebythe stop member I I9 thereon is no longer effective for holding the pawlH6 in the inoperative position illustrated in Figs. 1 and 2. The springII! is then effective for pivoting the pawl counterclockwise into anoperating position with respect to a shoulder I35 so that when 7 theoperator next depresses the accelerator pedal and causescounterclockwise pivoting of the link I02, the pawl will press againstthe shoulder I35 for pivoting the obstructing structure 98counterclockwise in the manner illustrated in Fig. 4 so that the shortradius dwell I36 will register with the roller 96 instead of the lobe91.

This pivoting of the obstructing structure 98 into the positionillustrated in Fig. 4 occurs while the accelerator pedal is depressedand therefore while power is being transmitted through the second speedpower train and therefore while the clutch counterpart 5| is ratchetingover the counterpart 53. The stored energy in the compressed spring 81is therefore ineffective for engaging the clutch 46 until a subsequentrelease of the accelerator pedal 56 for permitting the drive shaft andthe clutch counterpart 5| to decelerate to the speed of the counterpart53. When this occurs, the clutch 46 will engage and both clutches 45 and46 will then be engaged for establishing the higher speed connectionwhich is a direct connection between the drive and driven shafts I8 and22.

Counterclockwise rotation of the obstructing structure 98 from itsactive position shown in Figs. 1 to 3 to its inactive position of Fig. 4causes end I31 of the slot I32 to carry up against the stud |3I of thelink I28 so that this stud can impart clockwise pivoting to theobstructing structure for re-establishing the active position of saidstructure when desired.

When the vehicle slows down sufliciently while the accelerator pedal 56is released diminishing side pressure on the teeth of engaged clutches45 and 46 the inertia force of the weights W will be overcome by thespring I3 which will force the collar 64 rearwardly while causing therod I4 to move rearwardly whereby the stop 15*- on this rod will pressagainst the pivoted member 16 with suflicient force for opening theclutch 45. Concurrently the pivoted member I6-84 forces the rodforwardly so that the stop member 83 thereon pivots the second pivotedmember 83 clockwise for disengaging the clutch 46 and lifting the roller36. Rearward endwise movement of the rod I2I also occurs at this timewhereby the link I28 restores the obstructing structure 33 to its activeposition of Fig. l, and the stop 3 restores the pawl or actuator member6 to its inoperative position where it is inactive for pressing againstthe shoulder I35 when the accelerator throttle is depressed. Theapparatus will then be restored to the initial position shown in Figs. 1and 2 where the transmission is eifective for driving the driven shaftfrom the drive shaft through the slow speed power train. The controlapparatus is then effective for again causing the above describedsequence of changespeed operations upon the depression of theaccelerator pedal for starting the vehicle.

Having thus described a limited number of embodiments of the inventionwith the View of clearly and concisely illustrating the same, I claim:

1. In a control for use in conjunction with a throttle operator for anengine which drives a load at selective relative speeds through achangespeed transmission wherein there are first and second clutchesadapted for successive engagement for accordingly establishing thedriving relation of relatively high speed and low speed power trains ofsuch transmission pursuant to retraction of the throttle operator andconsequent deceleration of the engine relatively to said load; thecon'niinat'icn'qfa first member dis place'able pursuant to engagement ofthe first clutch, a second member displaceable'as a prec edenttoengagement of the second clutch; an ob 's'trulcting' Structure movablefrom an obstructing position wherein it blocks such" displacement ofsaid second member to. an inactive position wherein it is ineffectivefor such-obstruction, an' actuator member connected with said throttleoperator for advancement and retraction there-; with, said actuatormember having: an operating position wherein it is effective; whenadvanced, for displacing. said obstructing structure into its inactiveposition but being withdrawableiiint'o. a non-operating position whereinit is ineffective, and means operable underl'control of ,said,fi stdisplaceable member for retainirigsaid actuator member in itsnon-operating ,position while the first clutch is disengagedandforcausing place: mentof saidactu'atgn member into its effectiveposition when said first displaceable member is displaced pursuant to"engagement of the first 2. In a centrrrdr iii d junct with achange-speedtransmission driven from a throt tle-controlld engine andwherein 'such transmission has an engine-driven drive shaft which iseffective forcdriving. a, driven'sh'aft at different speeds throughrelativelypslow. and fast p'ower trains which are individuallyestablished'in' drivmg relation between said shafts when first andsecond clutches of suchtransmissi'on are'res'pe'ctively engaged; thecombinationpf a member, displaceable as a precedent to engagement" ofthe second of said clutches, obstructing means for preventing suchdisplacement of said displaceable member but renderable inactive so asto permit displacement of said member, means operable coordinately withthe operation of the engine throttle for rendering said obstructingmeans inactive pursuant to the opening of said throttle, and meansoperable under control of said first clutch for incapacitatin saidrendering means while the first clutch is disengaged.

3. In a control for use in conjunction with a change-speed transmissiondriven from a throttie-controlled engine and wherein such transnzssionhas an engine-driven drive shaft which is effective for driving a drivenshaft at different speeds through relatively slow and fast power trainswhich are individually established in driving relation between saidshafts when first and second clutches of such transmission arerespectively engaged; the combination of a member displaceable from aninitial position as a precedent to engagement of the second of saidclutches, means for preventing such displacement of said displaceablemember but renderable inactive so as to permit displacement of saidmember, means operable coordinately with the operation of the enginethrottle for rendering said obstructing means inactive pursuant to theopening of said throttle, means operable under control of said firstclutch for incapacitating the rendering function of said coordinatelyoperable means while the first clutch is disengaged, and means operablepursuant to disengagement of the first clutch for disengaging the secondclutch and restoring said displaceable member to its initial position.

a. In a control for use in conjunction with a change-speed transmissiondriven from a throttle-controlled engine and wherein such transmissionhas an engine-driven drive shaft which is effective for driving a drivenshaft at difierent 1O speeds through relativelyslow and fast p6 trains;which re individually established in; urivg ing relation between said;shafts when first and second clutches bf sllch transmission are respe's:tively engaged; the combination of means '9' fective duringengagement ofthe first clutch mi? rging theseeo'na' clutch engaged; ineansrcr pre;venting engagement-of c a te-one clutch but renewable inauvesc as topermit su engage; ment thereof, ni'eans operable"co'ordinatelywitli theoperation of the engine throttle'for r" mg said obstriictingf'inactiveursuant to the op ning of d throttle, and means e er able time censor cram first clutch for capac'itatin. the reacting function "of saidjccramming operable means wnue the first isdisengaged, p

5; res onse; for use "in conjunctionwitli cnangespeeatransmiss n drivenr bm' th' ue-coneenes engine and'wherein scene-an si'oii has an 'erigined'riven drivefsh aft which effective for driving a saved shaft at diff espeeds msugar'e euveiy new and; res trains which are individuallyestablishedin drivin'g relationbetween said shafts second clutches ofsuch transm'ssion are: re e ti'vely engaged; the omtmauoeor means effeti'v during engagement of the first clutch f urging the secondclutchengaged; means tablishable a serviceablecohdi tionfor preentmgngagement of 'the second clutch set thepp'eration of; t gin e throttlefor ing saidclutch engagerfien preventing nears inactive pursuant to theopening of said throttle, means operable pursuant to disengagement ofthe first clutch for disengaging the second clutch and re-establishingsaid serviceable condition of said clutch-engagement-preventing means,and means operable under control of said first clutch for incapacitatingthe rendering function of said coordinately operable means while thefirst clutch is disengaged.

6. In a control for use in conjunction with a change-speed transmissiondriven from a throttle-controlled engine and wherein such transmissionhas an engine-driven drive shaft which is effective for driving a drivenshaft at different speeds through relatively slow and fast power trainsof which the fast power train is established in driving relation betweensaid shafts when a clutch of said transmission is engaged; thecombination of means effective during establishment of the slower ofsaid power trains for urging said clutch engaged, means for preventingengagement of said clutch but renderable inactive so as to permit suchengagement thereof, throttle-correlated means operable pursuant tomanipulation of the engine throttle for rendering saidclutch-engagement-preventing means inactive, and means operable pursuantto disestablishment of the driving relation of said slower speed trainfor incapacitating the rendering function of said throttle-correlatedmeans.

7. In a control for use in conjunction with a change-speed transmissiondriven from a throttle-controlled engine and wherein such transmissionhas an engine-driven drive shaft which is effective for driving a drivenshaft at different speeds through relatively slow and fast power trainsof which the fast power train is established in driving relation betweensaid shafts when a clutch of said transmission is engaged; thecombination of means effective during establishment of the slower ofsaid power trains for urging said clutch engaged, means establishable ina serviceable condition for preventing engagement of said clutch butrenderable inactive so as to permit such engagement thereof,throttle-correlated means operable pursuant to manipulation of theengine throttle for rendering said clutch-engagement-preventing meansinactive, and means operable. pursuant to disestablishment of thedriving relation of said slower speed train for reestablishing theserviceable condition of said clutch-engagement-preventing means and forincapacitating the rendering function of said throttle-correlated means.

8. In combination, a change-speed transmission comprising anengine-driven drive shaft, a driven shaft, 9. power train for drivingthe driven shaft from the drive shaft at a relatively low speed, ahigher speed power train for drivin the driven shaft from the driveshaft at a relatively high speed, an intermediate speed power train fordriving the driven shaft from the drive shaft at an intermediate speed,ratchetable jaw clutches of which a, first is engageable pursuant toeffecting a shift in driving relation from the low speed train to thesecond speed train and of which a second is engageable concurrently withthe engagement of the first for effecting the driving relation of thehigher speed power train, said low and intermediate speed power trainseach being overrunnable, the second clutch being operable when placed ina ratcheting condition to facilitate overrunning of the intermediatespeed 12 power train for speeds of the driven shaft not exceeding thespeed of the drive shaft and being operable through the higher speedpower train to cause the driven shaft to drive the drive shaft when thedriven shaft tends to exceed the speed of said drive shaft, a memberdisplaceable as a precedent to engagement of the second clutch but saidmember facilitating the ratcheting con dition of said clutchirrespective of said displacement, obstructin means for preventing suchdisplacement of said displaceable member but renderable inactive tofacilitate displacement of said member, means operable coordinately withthe operation of the engine throttle for rendering said obstructingmeans inactive pursuant to the opening of said throttle, and meansoperable under control of said first clutch for incapacitating saidrendering means while the first clutch is disengaged.

OSCAR H. BANKER.

REFERENCES CITED The following references are of record in the file ofthis patent:

UNITED STATES PATENTS Number Name Date 2,140,502 Banker Dec. 20, 19382,160,385 Kraemer et a1 May 30, 1939 2,199,095 Banker Apr. 30, 19402,240,621 Johns May 6, 1941 2,329,724 Maurer Sept. 21, 1943 2,336,513Taylor Dec. 14, 1943 2,394,580 Banker Feb. 12, 1946

